The GTS also gets two bespoke colors, Peridot Metallic (above) and Carmine Red, start-stop technology to keep the fuel consumption down, unique side skirts and wheel arches, as well as, for the first time on a Cayenne, an available Sport Chrono package.

The 2013 Cayenne GTS will get a formal reveal at the Bejing Auto Show later this month and is scheduled to arrive Stateside in August at a base price of $82,050.  Check out a video after the jump to see it in action.

Press Release

High-Performance SUV with 420 HP, Lowered Chassis and Improved Driving Dynamics

ATLANTA – April 10, 2012 – Porsche is set to unveil the second-generation Cayenne GTS at the Beijing International Automotive Exhibition, also known as Auto China, on April 24, 2012.  Based on the Cayenne S, this new model is equipped with 20 additional horsepower, a 20 mm lower ride height and a lower final drive ratio for improved driving dynamics.

The latest Cayenne transmits power from its 420 hp V8 to an active All-Wheel-Drive system coupled to an eight-speed Tiptronic S transmission with integrated Auto Start Stop function. The specially tuned engine and transmission combination enable the Cayenne GTS to sprint from a standing start to 60 mph in 5.4 seconds and to achieve a top-track-speed of 162 mph.

The Cayenne GTS is recognizable from the outside by its high-gloss black trim, prominent side skirts and wider wheel arches as well as the hood and front fascia from the Cayenne Turbo.  20-inch RS Spyder wheels with a unique offset for the GTS are standard as are upgraded brakes from the Cayenne Turbo.  Two new colors are available for the Cayenne GTS; Peridot Metallic and Carmine Red. A sport exhaust system with matte black twin tailpipes is standard.

Inside, the Cayenne GTS features exclusive GTS eight-way adjustable front sports seats with Alcantara accents.  For the first time in the Cayenne, a new Sport Chrono package is now available to monitor the improved performance offered by the GTS model.  Additionally, a Sound Symposer channels authentic engine intake sounds into the cabin.

The 2013 Cayenne GTS will go on sale in the U.S. in August 2012, with a base MSRP of $82,050, not including a $975 delivery charge.

About Porsche Cars North America

Porsche Cars North America, Inc. (PCNA), based in Atlanta, Ga. is the exclusive U.S. importer of Porsche sports cars, the Cayenne SUV and Panamera sports sedan. Established in 1984, it is a wholly-owned subsidiary of Porsche AG, which is headquartered in Stuttgart, Germany, and employs approximately 220 people who provide parts, service, marketing and training for 194 dealers. They, in turn, work to provide Porsche customers with a best-in-class experience that is in keeping with the brand

Ferdinand was the designer of the original 911, which debuted at the 1963 Frankfurt Motor Show.  It was, of course, the most important vehicle Porsche ever produced, becoming its flagship product to this day.  He also design the legendary 904 and founded the Porsche Design Studio.

See the press release from Porsche after the jump.

Press Release

Ferdinand Alexander Porsche dies

Stuttgart.

Dr. Ing. h.c. F. Porsche AG, Stuttgart, is mourning Professor Ferdinand Alexander Porsche. The Honorary President of the Supervisory Board died on 5 April 2012 in Salzburg, aged 76. Matthias Müller, President and Chief Executive Officer of Porsche AG, paid tribute to Ferdinand Alexander Porsche’s services to the sports car manufacturer: “We mourn the death of our partner, Ferdinand Alexander Porsche. As the creator of the Porsche 911, he established a design culture in our company that has shaped our sports cars to this very day. His philosophy of good design is a legacy to us that we will honour for all time.”

Ferdinand Alexander Porsche was born in Stuttgart on 11 December 1935, the oldest son of Dorothea and Ferry Porsche. Even his childhood was shaped by cars, and he spent much of his time in the engineering offices and development workshops of his grandfather Ferdinand Porsche. In 1943 the family accompanied the Porsche company’s move to Austria, where he went to school in Zell am See. After returning to Stuttgart in 1950, he attended the private Waldorf school. After leaving school, he enrolled at the prestigious Ulm School of Design.

In 1958, F.A. Porsche, as he was known by his colleagues, joined the engineering office of what was then Dr. Ing. h.c. F. Porsche KG. He soon proved his great talent for design by sculpting the first model of a successor to the 356 model line out of plasticine. In 1962 he took over as head of the Porsche design studio, creating a worldwide furore one year later with the Porsche 901 (or 911). With the Porsche 911, F.A. Porsche created a sports car icon whose timeless and classical form survives to this very day in what is now the seventh 911 generation. However, in addition to passenger cars, F.A. Porsche also concerned himself with designing the sports cars of the 1960s. His best-known designs include the Type 804 Formula One racing car or the Porsche 904 Carrera GTS, now considered to be one of the most beautiful racing cars ever.

In the course of the conversion of Porsche KG into a joint-stock corporation in 1971/72, Ferdinand Alexander Porsche, along with all the other family members, stood down from the company’s front-line business operations. In 1972 he founded the “Porsche Design Studio” in Stuttgart, the head office of which was relocated to Zell am See in Austria in 1974. In the decades that followed, he designed numerous classic gentlemen’s accessories such as watches, spectacles and writing implements that achieved global recognition under the “Porsche Design” brand. In parallel, with his team, he designed a plethora of industrial products, household appliances and consumer durables for internationally renowned clients under the brand “Design by F.A. Porsche”. A strong and clear design concept typifies all product designs created in his design studio to date. The credo of his design work was: “Design must be functional and functionality has to be translated visually into aesthetics, without gags that have to be explained first.” F.A. Porsche: “A coherently designed product requires no adornment; it should be enhanced by its form alone.” The design’s appearance should be readily comprehensible and not detract from the product and its function. His conviction was: “Good design should be honest.”

Ferdinand Alexander Porsche received numerous honours and awards both for his work as a designer as well as for individual designs. For example, in 1968 the “Comité Internationale de Promotion et de Prestige” honoured him for the outstanding aesthetic design of the Porsche 911 while the Industrial Forum Design Hannover (iF) voted him “Prizewinner of the Year” in 1992. In 1999, the President of Austria bestowed on him the title of Professor.

Ferdinand Alexander Porsche retained a close lifelong association with Porsche AG as a partner and member of the Supervisory Board. For example, even after stepping down from front-line business operations, he contributed to the design of Porsche’s sports cars over many decades and repeatedly steered the company in the right di-rection. This was especially the case for the difficult period Porsche experienced at the beginning of the 1990s. From 1990 to 1993, F.A. Porsche served as President of the company’s Supervisory Board, thus playing a major role in Porsche A.G’s eco-nomic turnaround. In 2005, he stood down from his Supervisory Board role in favour of his son Oliver and assumed the mantle of Honorary President of the Supervisory Board.

Ferdinand Alexander Porsche will be buried in the family grave at Schüttgut in Zell am See, attended by his immediate family. An official funeral service will be held in Stuttgart at a later date.

This all comes courtesy of Chris Harris on the Drive channel.  It’s all free on YouTube, so if you enjoy cars (you’re a Porsche owner, right?) I’d strongly recommend checking it out.

Why would I want a diesel, you ask? Well the diesel power plant is the most popular option across the pond for a reason.  Not only does it have great performance, but it will get 28mpg, allowing it to go 740 miles on a single tank.

The Cayenne Diesel is due to be available later this year with a starting price of $55,750.

The 4.6L V8, lifted from the ALMS RS Spyder, puts out 570HP.  The cylinder heads have been flipped, so the exhaust manifold comes out the top of the motor instead of along the sides.  Porsche says that this setup dramatically reduces heat in the engine compartment, and I’m sure it frees up some space as well.

The V8 is assisted by a 90kW electric motor on the driveline, along with an 80kW motor up at the front, making the 918 all-wheel-drive on-demand.  All combined, in “Hot Lap” mode, you can get up to 770HP and 700lb.ft. of torque, getting the 3700lb car to 60 in under 3 seconds.  While 3700lb might seem like a lot, it’s light compared to the 3-ton Fisker Karma, and Porsche has kept 80% of weight below centerline, thus keeping handling what you’d expect from a Porsche.

Check out the full story and more photos at Wired.

The Falken 911 RSR will debut at Sebring this weekend, competing along with six other Porsches in the GTE class.  The bright green and blue livery is very recognizable, so it should be easy to spot among the 64 cars running Sebring this year.

Check out the press release from Gooding & Company after the jump to see the details.

Press Release

AMELIA ISLAND, Fla. (March 10, 2012) – Gooding & Company, the acclaimed auction house celebrated for selling the world’s most significant and valuable collector cars, is thrilled to announce more than $36 million in sales from 70 out of 77 lots sold at its Amelia Island Auction yesterday, more than doubling its results from 2010 and establishing a new auction record for Amelia Island. Led by many extraordinary Porsche racing cars that were part of the Drendel Family Collection, 11 world records were achieved. The top-selling lot of the weekend in Amelia Island, the 1973 Porsche 917/30 Can-Am Spyder sold for $4.4 million and is now the most valuable Porsche ever sold at auction in the world.

President and founder David Gooding and Auctioneer Charlie Ross entertained guests throughout the day’s many auction highlights, which included lively bidding wars, more than ten individual sales over a million dollars and a surprise stage appearance by Derek Bell. The renowned race car driver introduced the significant 1984 Porsche 962, which he piloted in one of the most competitive races in Daytona history.

In addition to the exceptional 17 Drendel Family Collection Porsches that sold for more than $17.7 million, Gooding & Company auctioned off a wide variety of unique collector cars, such as the 1955 Porsche 550/1500 RS Spyder that sold for $3.685, the 1951 Ferrari 212 Inter Coupe that sold for $1.375 million and the 1948 Tucker 48 that sold for $1.32 million.

“We are extremely pleased with our $36 million auction results, as it underscores the continued strength at the top of the collector car market,” says David Gooding, President and founder. “I’m proud of our team, delighted for our clients and I believe we managed to raise the bar this weekend on many levels.”

In response to the successful results, Charlie Ross, Gooding & Company’s acclaimed auctioneer said, “Yet again, our Amelia Island Auction proved that, if you have the best, the sky is the limit!”

Gooding & Company realized 11 outstanding world records yesterday, listed as follows:
• The 1973 Porsche 917/30 Can-Am Spyder (lot 57) at $4,400,000, a double world auction record for a Porsche and a 917.
• The 1955 Porsche 550/ 1500 RS Spyder (lot 15) at $3,685,000, a world auction record for a Porsche 550 Spyder.
• The 1974 Porsche 911 Carrera RSR Turbo 2.14 (lot 55) at $3,245,000, a world auction record for a Porsche 911.
• The 1976 Porsche 935/76 (lot 47) at $2,530,000, a world auction record for a Porsche 935.
• The 1984 Porsche 962 at $1,925,000 (lot 53), a world auction record for a Porsche 962.
• The 1997 Porsche 911 GT1 Evolution (lot 49) at $1,265,000, a world auction record for a Porsche 911 GT1.
• The 1967 Porsche 906E (lot 69) at $1,001,000, a world auction record for a Porsche 906.
• The 1976 Porsche 934 (lot 51) at $891,000, a world auction record for a Porsche 934.
• The 1980 Porsche 924 GTP (lot 48) at $385,000, a world auction record for a Porsche 924.
• The 1992 Porsche 968 Turbo RS (lot 60) at $346,500, a world auction record for a Porsche 968.
• The 1981 Porsche 944 GTP (lot 58) at $308,000, a world auction record for a Porsche 944.

Gooding & Company’s top ten results from Friday’s auction are as follows:
• 1973 Porsche 917/30 Can-Am Spyder at $4,400,000 (lot 57)
• 1955 Porsche 550/1500 RS Spyder at $3,685,000 (lot 15)
• 1974 Porsche 911 Carrera RSR Turbo 2.14 at $3,245,000 (lot 55)
• 1976 Porsche 935/76 at $2,530,000 (lot 47)
• 1984 Porsche 962 at $1,925,000 (lot 53)
• 1951 Ferrari 212 Inter Coupe at $1,375,000 (lot 71)
• 1948 Tucker 48 at $1,320,000 (lot 78)
• 1997 Porsche 911 GT1 Evolution at $1,265,000 (lot 49)
• 1971 Ferrari 365 GTB/4 Daytona Spider at $1,001,000 (lot 33)
• 1967 Porsche 906E at $1,001,000 (lot 69)

*Prices are in US Dollars, including buyer’s premium. Gooding & Company is not responsible for typographical errors or omissions.

A complete list of prices realized is posted on Goodingco.com following every auction.

On Friday, the auction house Gooding & Company will be selling off a lot of 17 turbocharges Porsches known as the Drendel Family Collection.  The original owner of the collection, Matthew Drendel, tragically passed from a medical condition at the age of 35 (you might have read about his death in Panorama last year), leaving what many consider to be the greatest collection of turbo Porsches ever amassed.

The list is mouthwatering, and includes such awesome examples as a 1973 917 Can-Am Spyder, 1974 RSR Turbo (pictured above), 1976 934 & 935, 1981 924 GTP, 1984 962, 1986 944 Turbo Cup, 1994 968 Turbo RS, 1995 911 GT2, and a 1997 GT1 Evolution.

The collection will be a part of the Amelia Island Auction in Florida, so if you’re interested, and have the cash, get on a plan now.

You can check out the entire auction here.

Text By Rich Fatuzzo

Hoehn Porsche could not have picked a more perfect day than Saturday, February 4th, for the unveiling of the 2012 Porsche 911, called the 991. Under bright skies, over 200 Porsche-loving people, including 120 PCA-SDR Club members, with some families and friends, were able to thoroughly enjoy and take full advantage of an excellent, catered tech session provided by Hoehn Porsche at their Carlsbad facility. Matt O’Berry, Hoehn Porsche’s Service Manager, presented the all-new design of the 991, with expert assistance from Tony Pichardo, a Master Service Technician.  Shortly after the session, Club members could view the undercarriage of the new 991 and see “up close and personal” Porsche’s engineering excellence, and how this vehicle’s construction differs from its predecessors.

However, before the tech session began, upon arrival, Hoehn Porsche attendees were able to view six club member cars that showed the evolution of the 911. The line-up included: Al Schlegel’s 1970 911T; Dennis Pugliese’s 1986 911 Carrera; Hamid Bahramzadeh’s 1991 C2; Gabriel Simion’s 1998 993 C2S; Michael and Karen Arleo’s 1999 996, and Randy Pickering’s 2007 997S. For displaying their vehicles, Hoehn Porsche’s General Manager, Tom Browne, Sales Manager Sean Conner, and Service Manager, Matt O’Berry, gave each of these PCA-SDR members a collectors item 1:43 scale chromed 991. Next to these club members cars was the all new 911 Carrera S, beautifully displayed by Ceri and Sabrina, two Porsche Cars of North America (PCNA) associates. In addition, many other Club member cars were also available for viewing on the Hoehn Porsche site and on the adjacent street.

So what makes this new 911, so special? Well, since the 911’s debut in 1963, this Porsche model has gone through extensive re-engineering, but has always retained its 911 character and Porsche’s sport car tradition over six previous generations. It is the first completely new 911 in 15 years. This 991 is not only more fuel efficient, with a cleaner burning 3.4L boxer six-cylinder engine, but lighter by almost 130 lbs. over last year’s 997 base model. This is mainly due to bigger and better use of aluminum alloys that are incorporated into a stronger, higher strength steel frame achieving 25% better torsion rigidity. For Porsche driving and racing enthusiasts, it’s faster. The base 991 Carrera generates 350hp with 288 lb.-ft. torque at 5,600rpm, and can go from 0-62mph in 4.8 seconds (4.6 sec. with PDK option), while achieving a top track speed of 180mph. The 991 CarreraS with its 3.8L engine is stronger yet, yielding 400hp with 325 lb.-ft. at 5,600rpm, goes 0-62mph in 4.5 seconds (4.3 sec. w/ PDK), with a top speed of 189mph, or about the same time it takes to say doppelkupplungsgetriebe, the German word for PDK.

Matt’s PowerPoint presentation stressed a number of additional unique innovations for these 991 models such as: the availability of a speed-sensitive electromagnetic power steering with no hydraulic components; an engine drive belt system with an idler mode; and an auto start/stop system which eliminates unnecessary idling, thus saving fuel consumption and lowering emissions and noise levels at stops. Mr. O’Berry also highlighted such other 991 improvements as dynamic engine mounts in the Sport Chrono package option, enhanced Porsche vehicle torque vectoring for improved turn-in ability and increased agility on sharp curves, and better thermal energy management. The latter allows the engine and transmission to achieve optimum operating temperatures quicker, using less fuel with lower friction coefficients. This increases overall performance and even eliminates the extra weight and need for underbody air intakes.

All 991 models have been more effectively aerodynamically designed with a slightly lower roofline, but more importantly, a wider front and rear wheel track (46mm to 52mm, Carrera to Carrera S, respectively). The wheelbase is also now 100mm longer (about 4 inches). This gives passengers greater rear legroom. With the improved wheelbase, track width, and roofline, the center of gravity of these 991 models are also lower, so there is better stability at higher than normal speeds, especially during severe cornering.

A new seven-speed manual transmission is standard, but you can order the seven-speed dual clutch automated manual (PDK), which is slightly faster in its overall speed and shift changes, as previously referenced in this article. To raise the level of driving excitement and racing efficiency even further, many prospective Porsche owners will probably order their 991s with the upgraded Sport Chrono Plus package.

The rear spoiler has also increased in size from 898mm to 1137mm, and is now engineered as a completely separate component and not part of the engine lid.

With respect to the interior, it’s roomer and the new, well-organized center console has design similarities to both the new Panamera and Cayenne models. The center console position is ergonomically mounted higher, thereby reducing the distance from the steer- Tech Session Showcases 991 ing wheel to the shifter, more like contemporary racecars, or even the 2004-5 Carrera GT models. The console also sports a high-resolution 4.6” full-color LCD display monitor, and a phenomenal Burmester Surround Sound System is available for the most discriminating audiophile.

As far as lighting, all of the 991s are equipped with Bi-Xenon headlights as standard equipment, and include LED daytime running lights, as well as LED turn signals. An optional lighting choice is the Porsche Dynamic Light System that includes special cornering lights with multiple lighting mode functions for outback country road conditions, poorly lit roadways, and adverse weather situations. In addition, all rear light functions have LED lights giving quicker braking response times. Brake lights also flash automatically under hard braking and emergency flash lights will come on at hard stops.

Starting base price for the Carrera is around $83,000 and the Carrera S, $98,000. There are a few more standard options on both models this year, but with many additional popular sport and custom features, you could look at adding $5,000 and up to $20,000.

But this tech session wasn’t just all about statistics. The pure enjoyment of appreciating this new 911 came to those that test-drove the 991. Over 100 public attendees, including 60 PCA-SDR members eagerly took advantage of this offer. My opportunity came a few days later on Monday, February 6, when I was allowed some additional quality seat time with Roger Wood, Hoehn Porsche Sales Associate, to put an all black 2012 991 Carrera S to the test. And, to put it mildly, I was thoroughly impressed.

First, I noticed how quiet this 991 seems upon startups and at stops, but don’t be fooled. The 991 had cheetah-like acceleration in the PDK mode, even without the Sport Chrono function engaged, and a sweet throaty sound different than what I was used to, but that throatier sound and lower bass-like tone increased when engaging Sport Chrono. I also experienced very tight and responsive shift movements throughout the seven-speed PDK mode. I also love the tight steering and overall handling of this 991 at low, moderate and high speeds, especially on tighter curves, which to me felt more like a well-balanced mid-engine vehicle and not a rear engine 3.8L 911. I believe that this feeling was probably more due to this 911 model’s wider track and longer wheelbase than anything else. As always, I think the braking on all Porsche models is the best in the industry, and this 991 is no exception. Well, I could go on and on about this 991 and I am sure that many of our Club members who test-drove the 991 have their own superlative comments. If you didn’t get a chance to test-drive the 991 at Hoehn, go soon to their dealership or other local California dealerships near you, because these 991s won’t remain on the showroom floors for long.

A very gracious thank you goes to PCA-SDR members Jim Binford and Martin Lipp for helping to set up this tech session; to all those Club members displaying their 911s; to John Bell, manning the membership table to recruit new members; to all the Board members and the general PCA-SDR membership who attended; but especially to all the Hoehn Porsche staff who made this event an overwhelming success!

While the rest of the world was worrying about Giants and Patriots at Indy, the autocross team was getting ready for the first event of the season. Preregistration was busy, and the new team was kept busy. Not only were they getting the registration materials ready, but also trying to help the drivers understand the new Zone 8 classification system. Thanks to their efforts and Tom Brown’s (our new Zone 8 representative) car classification website, we had a good head start on getting everyone classified correctly.

But the next phase started when Super Bowl Sunday rolled around and tech inspection started. The tech team had also planned for the extra work and had extra people on hand to review the tech sheets and answer questions about proper classification. They even had a Wi-Fi hotspot running and were using it to log onto the Zone 8 website and help review the driver’s car modifications and correct class. Although not without some angst, it went well and by 0800 tech was done and all the cars were classed. The CDI team was starting the track walk with Sean Molloy in the lead as the registration team of Katie Kinninger and Martha McGowan was finishing up the last drivers.

Although Mark Bray had a higher calling for Sunday, Jerry Bumpus and Gordon Carter were kept busy with the rest of the AX team, and soon we were called for the driver’s meeting. The track was designed by Gordon to start the season. Steve McKay reviewed the corner working procedures and Kim Crosser handled the safety concerns. Finally it was time for student/instructor pairings and Larry Bevins was handling the honors. I was assigned Bob Mueller as my student. Bob had previously run with us a couple of years ago but was now getting active again with his 1986 Carrera. He had experience with POC and just recently ran an event with them at Streets of Willow, so he only needed a check-out ride and corner working review.

I had driven down my 1982 911SC after picking it up at Dieter’s on Friday. It had been a busy weekend as I had also driven it to the Hoehn Porsche 991 tech session on Saturday. But I decided not to drive it to the Gaslamp District Saturday evening for the Driver’s Awards Party at the YardHouse. Luckily the Yard- House event was done early, so getting up early for Super Sunday was only mildly difficult.

I had not been autocrossing regularly, and although I have been driving the SC regularly in the time trial series, this was one of my few times to drive it at the Q. Fortunately we had already been busy time trialing at Streets of Willow and then Chuckwalla, but those tracks are not the same as the Q, especially when Gordon Carter is involved.

Steve Grosekemper and I have been sharing my red/ yellow SC, but he was using this event to help sort out his new acquisition, a silver 1979 911SC. This was the same car he had helped prepare for Hector Wilbur a few years back. Hector was now more involved with a new track-only racecar and had not been using the SC, so he offered it back to Steve. The engine was running well as evidenced by its dyno numbers, and now he was working on the suspension and seat setup.

The first run groups went quickly and it was soon time for my run group to start. Bob was riding along to get a look at the track before his session. Steve Super Sunday Autocross Adam Gill’s 993 C4S Tom Tweed in his 1968 911 had been out already and warned us about a couple of tight corners. But when we were flagged off on our first lap on cold tires, the tight corners still surprised me as we understeered wide before the cold tires found some grip. The rest of the lap went well, although slowly as we learned our way around. The next couple of laps improved as the tires warmed up, and I was more careful with the tightest corners. My times were improving but I still had to deal with understeer.

After my session it was time for Bob to start. I buckled into his 911 and was able to get my helmet squeezed in. Off we went with Bob behind the wheel. He was also careful on his first laps but became more comfortable as he learned the track. It was a tight track, and with the 915 gearing was all run in 2nd gear. He was showing good car control and was doing well with the line, so I was able to sign him off at the end of his session. I did agree to work corners with him to review our procedures later in the day.

I had a break and was able to take some action photos as the drivers were working their way around the track. Mark Kinninger was also trying out a new car and was driving with his youngest son Ryan. Both of them were turning very quick times. Also quick were Paul Young, who was now driving “Butch” the Petrol Blue 911 SC, Martin and Jennifer Reinhardt in their Cayman S, and Jim Binford in the Smurf 911. Mike Avitt was doing well in his GT3 but Angela had to work hard on the tight areas.

With the new classes, there were some interesting groups of cars. There were five 944Spec cars still together, and in CC1 were a pair of 914’s, but in CC2 it was an equal mix of 944s and 911SC. Nobody was running in CC3, but CC4 had 3 Boxsters, a 911SC, and another 1971 911. CC5 was all 911, but ranged from 1968 to 1988. CC6 was a very eclectic group, with Boxster and Boxster S, 951, 964, 911SC, 930, 1976 and 1985 911 cars. CC7 was split between early 911 Carreras and 964 RS Americas. CC8 was smaller but also had a 1971 911, Cayman and 968. CC9 had a Cayman S & R, Steve’s 911SC, an RSA and a 993. CC10 was boring with three 996’s competing, but my CC11 class was bigger, with 4 Cayman S, mine and Paul’s 911SC, and a Boxster Spyder. CC12 was the Kinninger 911SC and the Hill’s GT3 — 2 cars with 4 drivers. CC14 was the Avitt’s GT3 and at the top, in CC15, was the Smurf car shared by Jim Binford and Michael Brown. There were also the new SS classes, but at this event only SS5 with 2 drivers and SS8 with 4 drivers had any competition. There were also several X cars running.

Although it started out cool in the morning, the weather was beautiful and it quickly warmed up through the day. When I went out for my second practice session, it felt like a different car. Except for the first tight corner, the understeer was gone and I was able to pick up the pace. But by the end of the session, I was beginning to have oversteer as the rear was more and more willing to chase the front of the car. My last practice run was going well until I carried too much speed and drift at the top of the hill and was not able to get back down for the kink across the top, ending up taking out several cones before pulling it all together and finishing the lap.

As I came off track I quickly checked the pressures on my Hankook Z214 and found they were all too high at about 42 psi. I took out some air and dropped them down to about 35 psi in anticipation of the timed runs.

After my practice, I had a quick lunch and helped Pat Corona, who had brought down the Goodie Store to open the season. But it was also soon time for me to Ryan Oehler’s Cayman R Don Auten in his 964 Carrera 12 Windblown Witness March 2012 13 corner work with Bob, and Steve McKay was driving us out to corner 8. I had brought my camera and was able to do some shooting while Bob was doing the hard work. As people were learning the track, more and more were pushing the envelope, so there were several cones downed as well as more than a few spins.

After finishing our corner work session, we headed back in. I thought I would have some more free time, but as timed runs were starting, the trailer needed help. Kim Crosser’s Boxster had unfortunately lost its transmission in the morning. He had gone with it on the flatbed and was not available to help announce during timed runs, so I was volunteered. I was not checked out on the timing software but they trusted me on the microphone. While I was announcing, Red run group went out and the times started dropping quickly. Steve West (CC9) had been fastest for awhile with a 1:17.69, and then Ryan Kinninger (CC12) moved ahead at 1:17.39. Martin (CC11) also turned a 1:17.39, and then Mark Kinninger (CC12) dropped it to 1:16.66. And then Mike Avitt (CC14) really stepped it up with a 1:14.51! Mark came back with a 1:15.63 but could do no better on his last run. Mike was also slower on his next run and felt his lead was safe, so he saved some tire tread for Angela. Paul Young (CC11) started slowly with a 1:18.13, then 1:17.36 and finally his best lap of 1:16.34, to pull ahead of Martin, who had turned 1:16.49 on his second lap but was slower on his last lap. Jim Binford (CC15) also started slowly with a 1:20.39, but then had a 1:16.27 and finally his best at 1:15.97. Terry Barnum (CC7) was also quick with a 1:17.89 to just make the top ten. Steve’s car was running well, but his older tires were no longer gripping as they had heat-cycled out, and with the limited traction, he ended up with a best of 1:19.03.

My run group was at the end of the day. The temperature had dropped some but the light was still good as we took our warm-up lap. Jennifer and I had already seen what our competition had done in CC11 and we were both hoping for a 1:18 to stay mid-pack. My first lap was OK, but I hit a cone at the first corner being too aggressive and knew I had to improve over the resulting 1:21.86. My next lap was clean and faster at 1:19.03. Jennifer also had a 1:19 to start but her 2nd lap was much better at 1:17.21, just beating Carl Vanderschuit’s Cayman S at 1:17.62. The duel of the two Dieter’s 911SC’s was sitting dead even to the hundreth of a second at 1:19.03, but my last lap was my best of the day as I carried more speed up the hill and across the top of the lot, turning in a 1:18.86.

So the Top Ten were Mike Avitt, Mark Kinninger, Jim Binford, Paul Young, Martin and then Jennifer Reinhardt, Ryan Kinninger, Carl Vanderschuit, Steve West and then Tarry Barnum. 944Spec was led by John Kinkaid at 1:20.98. CC2 had Jerry Bumpus winning at 1:23.09, and Gary Burch was fastest in CC4 at 1:20.31 (and second in BRI). CC5 was led by Tom Tweed at 1:19.54 to nip Larry Bevins at 1:19.77. CC6 and top BRI went to Hassan Zaidi’s Boxster at 1:18.22. CC7 was Terry Barnum’s 1:17.89 ahead of Carl Scragg’s 1:19.16 and Keith Verlaque’s 1:19.31. Gordon Carter took CC8 at 1:20.64, and in CC9 it was Steve West at 1:17.69, then Adam Gill at 1:18.85, and then Steve at 1:19.03.

CC11 is going to be a very tough class, as there were seven drivers and all were under 1:20, and four were in the top ten. Paul Young was fastest at 1:16.34, Martin at 1:16.49, Jennifer at 1:17.21, Carl Vanderschuit at 1:17.62, me at 1:18.86, Christine Newcomer’s Cayman S at 1:19.09 and James Smith’s Boxster Spyder at 1:19.10!

For full results you can look on the website at www. pcasdr.net. Our next event will be March 17 — yes, St. Patrick’s Day — for another holiday event. Wear your green for good luck and come on down. There might even be green beer at the end of the day.